SafariGoneWrong
Well-Known Member
Hi all,
No question here, just posting an exasperating and totally unexpected outcome after swapping out an M360 for an M340HV. 2006 Expedition.
Quick background, all timing components along with lash adjusters and roller followers replaced in 2017 at 100K miles due to a bad phaser. At the same time, replaced the OEM oil pump with the Melling M360. At the time, the M340HV wasn't out yet and FordTechMakuloco and Jasper were singing the praises of the M360. I had no problems 100K - 120K mi. except a lash adjuster started making dinking sounds but only when cold at 120K mi. Completed a replacement of 24 lash adjusters (Melling to Motorcraft) last weekend along with the swap of the M360 to M340HV at its current 124K mi. I never liked the idea of 80 psi oil in the engine and thought it much wiser to go to a pump with a 60psi relief. Hmmm.
After getting the engine put back together, the M340HV pump primed in no more than 20 secs of cranking (the M360 wouldn't prime from cranking, only after engine start). It started fine with clacking lash adjusters and quieted down when warm. Took it for a test drive next day after the engine was warm and it ran great/normal. The next morning, drove it to the grocery store with a cool engine when power suddenly reduced at about 30 mph under easy acceleration. It would barely idle and lacked power. Turned around, made it home and put FORSCAN on it. Advance Error on both banks was -53 degrees. Disconnected VCT solenoid harnesses and no change. Stopped the engine, restarted with same behavior. Done. Had to assume a mechanical problem based on codes, observations and all VCT parameters in FORSCAN. It's in my garage now, apart, and am about to put the front cover back on after installing an M340. First thought was a defective harmonic balancer bolt let go and the woodruff key sheared, allowing the crank sprocket to rotate. Nope. Just fine. Timing is fine. Checked the VCT solenoids with 12V and they seemed ok...sort of. Phasers show locked at the default position (the middle tang is aligned with the L). I removed both phasers, replaced the one with 24K mi so both phasers now have a total of 1.5 miles on them. The only thing that changed from before to after is the oil pump (and Motorcraft lash adjusters). FORSCAN Lite when driving shows the VCT duty cycle is highest under light-moderate load at low-mid range rpm. That's when my stuff let go.
All I can think of is the M340HV smashed the solenoids with pressure it couldn't handle and they stayed open flowing oil, fully retarding both phasers. I know the relief is 60 psi but what if the bypass is max'ed out? Cool, thick oil... Now you have unregulated pressure in the engine... I'm running Mobil 1 5W-30. To me, the M340HV has to be the problem, especially considering how a Melling HV pump burst the oil filter in my Bronco's 4.9. It was a Motorcraft FL1-A filter.
C'est la vie.
No question here, just posting an exasperating and totally unexpected outcome after swapping out an M360 for an M340HV. 2006 Expedition.
Quick background, all timing components along with lash adjusters and roller followers replaced in 2017 at 100K miles due to a bad phaser. At the same time, replaced the OEM oil pump with the Melling M360. At the time, the M340HV wasn't out yet and FordTechMakuloco and Jasper were singing the praises of the M360. I had no problems 100K - 120K mi. except a lash adjuster started making dinking sounds but only when cold at 120K mi. Completed a replacement of 24 lash adjusters (Melling to Motorcraft) last weekend along with the swap of the M360 to M340HV at its current 124K mi. I never liked the idea of 80 psi oil in the engine and thought it much wiser to go to a pump with a 60psi relief. Hmmm.
After getting the engine put back together, the M340HV pump primed in no more than 20 secs of cranking (the M360 wouldn't prime from cranking, only after engine start). It started fine with clacking lash adjusters and quieted down when warm. Took it for a test drive next day after the engine was warm and it ran great/normal. The next morning, drove it to the grocery store with a cool engine when power suddenly reduced at about 30 mph under easy acceleration. It would barely idle and lacked power. Turned around, made it home and put FORSCAN on it. Advance Error on both banks was -53 degrees. Disconnected VCT solenoid harnesses and no change. Stopped the engine, restarted with same behavior. Done. Had to assume a mechanical problem based on codes, observations and all VCT parameters in FORSCAN. It's in my garage now, apart, and am about to put the front cover back on after installing an M340. First thought was a defective harmonic balancer bolt let go and the woodruff key sheared, allowing the crank sprocket to rotate. Nope. Just fine. Timing is fine. Checked the VCT solenoids with 12V and they seemed ok...sort of. Phasers show locked at the default position (the middle tang is aligned with the L). I removed both phasers, replaced the one with 24K mi so both phasers now have a total of 1.5 miles on them. The only thing that changed from before to after is the oil pump (and Motorcraft lash adjusters). FORSCAN Lite when driving shows the VCT duty cycle is highest under light-moderate load at low-mid range rpm. That's when my stuff let go.
All I can think of is the M340HV smashed the solenoids with pressure it couldn't handle and they stayed open flowing oil, fully retarding both phasers. I know the relief is 60 psi but what if the bypass is max'ed out? Cool, thick oil... Now you have unregulated pressure in the engine... I'm running Mobil 1 5W-30. To me, the M340HV has to be the problem, especially considering how a Melling HV pump burst the oil filter in my Bronco's 4.9. It was a Motorcraft FL1-A filter.
C'est la vie.
